arnold



2 Sheets- Sheet 1.

(No Model.)

C. R. ARNOLD.

' l GAR LIGHTING.

No. 376,423. Patented Jan. 17, 1-888.

2:. :mi L' 'T al @l INVENTOR (N8 Mode1.)` l zsneets-sheenvz.

C. R. ARNOLD.

GAR LIGHTING. No. 378,423. Patented Jan. 17, 1888.

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.i WUI INVENTOR ATTORNEY Wl T NESSES .N. PETERS. Pnolo-Lilhographm-,wmnglun. D. C,

UNITED STATES PATENT EEICE.

CRAIG u. ARNOLD, OE BROOKLYN, NEW YORK.

CAR-LIGHTING.

SPECIFICATION forming part of Letters Patent No. 376,423, dated January17l 1888.

v Application filed March 2S), 1886. Serial No. 195,953. (No model.)

To a/ZZ whom it 71mg/ concern:

Beit known that I, CRAIG R. ARNOLD, a citizen ofthe United States, and aresident of Brooklyn, in the county of Kings and State of New York, haveinvented a certain new and useful System of Electric Lighting forRailway-Cars, of which the following is alspecifi- My invention relates,generally speaking, to appliances'for lighting railway-cars byelectricity, and has special reference to combina` Y, tions of apparatusfor this purpose in which a dynamo-machine is employed for generatingthe electricity and a steam-engine is utilized as the motive power forthe dynamo, said steam-engine being supplied with steam from y a boilerand furnace with which a liquid tluidturbances of the mechanicalconnection between the engine and the dynamo which would causeirregularity in the rotation of the dynamo-armature.

A further object of my invention is to couple the engine and the dynamoin such way that the running of the dynamo shall not be embodying myinvention.

attended by the disagreeable noise which would flow from the employmentof mechanical connections-such as belts provided withbelt-tighteners-and at the same time to secure an efficient mechanicalconnection of the two.

The invention consists in the novel combinations of appliances andtheimproved details of construction whereby the above and other objectsare attained, and which combinations and improvements will be firstdescribed in connection with the accompanying drawings, and will be thenmore particularly specified in the claims.

v Figurel is a side elevation of an apparatus Fig. 2 is a side elevationof the dynamo, and illustrates in detail the means for transmitting thepower from the engine-shaft to the dynamo in such way that the dynamomay be run without noise. Fig. 8 is a plan illustrating the relativelocation of the apparatus, but with a steam-engine of different formfrom that shown in Fig. 1. Fig. 4 is a longitudinal section of arailwaycar, showing the lighting apparatus in place.

C indicates the car-floor, and B2 B2 the walls of a compartment at oneend of the car. These walls are made of suitable material, or aresuitably constructed so that they shall be nonconductors of heat and ofsound. The compartment is divided into two chambers by the partitionH,which is also constructed or formed so as to be a nonconductorof heat.1n one of these chambers is located the dynamo D, while in the other areplaced the steamen gine, the water-supply tank, and the boiler andfurnace. The object of this arrangement is to shield the dynamo from theheat, so as not to interfere with its efciency, heat being, as is wellknown, detrimental to the efficiency of a dynamo-machine. Vithout suchnonconducting partition orsh'ield H the dynamo, being confined in thesame compartment with the furnace and steam-engine, would be heatedconsiderably and its efficiency correspondingly reduced.

The boiler from which steam is supplied to the engine is indicated at B.This boiler may be of any kind in which st'eam is generated by afurnace'supplied with fuel consisting of hydrocarbon oil supplied bymeans of an atom` izer by steam, air, or other gas under pressure, afterthe manner shown in patent to A. H. Shipman, No. 301,365. @ther forms ofhydrocarbon furnace and boiler in which an inflammable liquid isatomized and burned to heat the boiler would be suitable for the purposeof my invention.

H2 indicates the atomizer, which is con` nected through aregulating-cock, I, with the steam space or coils of boiler B, so thatsteam under pressure may be supplied to said atomizer and may act tospray or atomize the liquid hydrocarbon drawn from a tank, T.

F indicates the combustion-tube, through which the dame of the sprayedoil is introduced into the furnace beneath the boiler. A series of suchatomizers and tubes may be em ployed, as indicated in Fig. 3.

IOO

It is obvious that the action of the furnace izer.

and boiler depends upon the supply of steam or its equivalent to theatomizer.

In order to start the boiler I use compressed air introduced into thesteam-space of the boiler through a tube, M2, which latter is connectedto the air-brake pipe L2 beneath the car. The tube M2 is provided with asuitable cock for cutting off the air when desired, or for admitting itinto the boiler-space, and thence through the cock I, and to theatomizcr when it is desired to start the boiler and engine.

U indicates the escape-flue, and P the pipe for exhauststeam from theengine E.

l. is a pipe conveying steam from the boiler to the engine.

The tank WV is placed in the chamber containing the boiler and engine,in order that the water may be heated as far as possible before itsintroduction into thelooiler and the waste heat from the combustion ofthe oil and the operation of the boiler and furnace may be utilized asfar as possible. The water from the tank W is introduced to the .boilerthrough the action of a feed-water regulator, PQof any desired kind. Thetank T, containing the hydrocarbon oil, is placed beneath thecar-bottom, so as to be sheltered from the heat of the boiler andfurnace as far as possible, and so that, further, it may be kept cool byexposure of air outside ofthe car. By this relative arrangement of theboiler and furnace and the oil-tank I entirely avoid any danger ofexplosion of the oil-tank from overheating.

When a hydrocarbon fuel is employed on a car and is supplied through apipe leading from the oil-tank to a suitable atomizer, there is dangerof an interruption ofthe combustion or flame at the mouth of theatomizer through an interruption of the supply of oil, caused by motionof the oil in the tank and the momentary uncovering ofthe end of thetube leading from said tank and supplying -oil to the atom- In order toavoid this difficulty I employ a series of vertical diaphragms orpartitions, G2, having perforations or openings that will permit a slowcirculation of oil tothe section into which the supply-pipe dips, butwill preventsuchswashing or movementofthe body of oil would be liable touncover the end of the supply-tube and interrupt the supply of oil tothe atomizer.

The engine E may be ofv any desired construction, but is preferably ahigh-speed engine. On the engine-shaft is placed wheel E2, which isinfrictional connection with the wh eel F2 on the armature-shaft of thedynamo-machine D. The latter machine may be of any desired construction,and has its commutatorbrushes connected, as more clearly shown in Fig.3, with a series of electric lights, Kl K2, distributed through the carand deriving current from the supply-conductors in multiple are;

One ofthe wheels of the friction-gear E2 F2 is covered with rubber, orhas any other suitably-formed elastic facing which will tend tocompensate for any inaccuracies in the surface ofthe otherfriction-wheel. The latter wheel has a periphery formed of papier-macheor other suitable non-resonant material. In order to keep thefrictiouwheels transmitting power to the dynamo in constant connection,I propose to mount the dynamo on a suitable pivotal support pivoted atC2, and to connect with the dynamo a spring, G, which shall tend to holdor pull the whole machine over in a direction to keep the wheels E2 F2in constant frictional connection.

It will be observed that the engine-shaft is located beneath and thedynamo shaft above and in such relation thereto that the wheel F2 on thedynamo-shaft makes contact with the wheel El on the upper half of thelatter wheel and on the side away from the engine, so that the dynamo isin a neutral field, and the wheels will tend to press more closely intocontact as the speed is increased. This means of driving a dynamo on arailway-car is not only an efiicient way of transmitting the power fromthe drivingengine, but possesses the additional advantages that it isnoiseless and that there is less liability to interruption of themechanical connection between the power and the armature-shaft thanwould be the case with a pulley provided with a belt-tightener, since inthe latter instance the jumping of the belt-tightener, owing to motionof the car, wouldcause slackeningof the belt and slipping ofthe same. Myarrangement also occupies less space than a belt and admits of a highspeed being attained in the dynamo.

I may employ, if desired, in addition to the appliances described, anair-pump, N2, connected with the steam boiler space. This pump maybeemployed for producing pressure in the boiler when it is desired tostart the atomizer. This pump is designed more especially for use whenthe car is uncoupled from the engine.

When the car is on a train made up and connected to the locomotive, theair-pressure in the air-brake pipe L'2 may be utilized for starting theboiler by simply turning the cock in pipe ML and then applying match tothe atomizers.

The non-conducting walls B2 B2 and the partition II may be made doubleand filled with mineral wool or other non radiating and noise-subduingmaterial.

I make no claim in this application to th special form of furnace orboiler shown, as these devices will form the subject of a separateapplication.

That I claim as my invention is- 1. In a lighting apparatus located in arailway-car, the combination of a dynamo-machine connected to anelectric circuit on the car, a steam-engine for driving said dynamo, aboiler and furnace for supplying steam to the engine, all located in acompartment in the car, and a. partition or shield which cuts oi thedynamo from that chamber of the compartment in which the boiler islocated and KOO protects said dynamo from the heat of the latter, as andfor the purpose described.

2. The combination, on a railway-car, of a dynamo machine, adriving-engine, and a steam-boiler and furnace, all included in acompartment having walls that are nonconductors of heat and sound,and apartition that is also a non-conductor of heat and is placed so as todivide said compartment into two chambers, one o'f which contains thedynamo and the other the boiler, furnace, and engine, whereby theefficiency of the dynamo may be i maintained atits maximum withoutdetriment from the heat ofthe boiler and furnace.

3. The combination, on a railway-car, of a dynamo-machine, a steamengine, boiler, and water-tank, all contained in a compartment on thecar, and a non-conducting partition or shield in said compartment fordividing the compartment into two chambers, one of which contains thedynamo and the other of which contains the water-tank, engine, boiler,and furnace.

4. The combination, on a railway-car, of a dynamo-machine connected toan electric circuit, a steam-engine for driving said dynamo, all locatedin a compartment of the car, a partition or shield which is anon-conductor of heat, located between said dynamo and steamengine, ashaft extending from said steam-engine through the partition or shieldinto the dynamo-chamber, and friction-gear driven thereby forcommunicating the power of the engine to the dynamo, as and for thepurpose set forth.

Signed at New York, in the county of New York and State of New York,this 19th day of March, A. D. 1886.

CRAIG R. ARNOLD.

YVitnesses:

WM. H. CAPEL, GEO. C. CoFFIN.

